Fluid pressure brake



March 24, 1936. E HEWITT 2,035,067

FLUID PRES SURE BRAKE Filed May 3, 1933 4 Sheets- Sheetllllllllll-lllllllllll ERVICE MERGw INVENTOR.

ELLIS E. HEWITT A TTORNE Y.

March 24, 1936.

E. E. HEWITT FLUID PRESSURE BRAKE Filed May 5, 1933 4 Sheets-Sheet 2 1INVENTOR. ELLIS E. HEWITT ATTORNEY.

March 24,1936.

E E. HEWITT FLUID PRESSURE BRAKE Filed May 5, 1953 4 Sheets-Sheet 5 100I08 ua, H8 I77 I24 78 Fig I24 1 i no m "a i i no I22 2 "5 I03 H5 '0 n7I78 E I04 Is INVENTOR. sq I28 ELLIS E. HEWlTT ATTORNEY.

March 24, 1936. E. E. HEWITT 2,035,067

FLUID PRESSURE BRAKE Filed May 5, 1935 4 Sheets-Sheet 4 s00 6 H8 lOl H oI 7 l \oq u no 03 H2 178 104 8 86 INVENTOR. IE8 ELLIS E. HEWITTATTORNEY.

Patented Mar. 24, 1936 iJlTE STATE PATENT I E FLUID PRESSURE BRAKEApplication May 3, 1933, Serial No. 669,183

22 Claims.

This invention relates to fluid pressure brakes of the type in which thebrakes are applied upon a reduction in brake pipe pressure and arereleased upon an increase in brake pipe pressure.

5 It has heretofore been proposed to provide a fluid pressure brakeequipment for cars, which operates, in effecting an application of thebrakes, to delay the application at the front of the train so as topermit the slack in the train to run in o and be gathered withoutdeveloping excessive and damaging shocks, and one object of my inventionis to provide an improved fluid pressure brake equipment foraccomplishing this result.

In effecting a release of the brakes, the usual practice is for theengineer to first move the brake valve device to release position, inwhich fluid from the main reservoir is supplied to the brake pipe so asto secure a prompt release of the brakes throughout the train, and thenthe engineer moves the brake valve device to running position, in whichfluid is supplied by a feed valve device to the brake pipe at thepressure normally carried in the brake pipe. The above mentioned objectis accomplished by utilizing the high pressure thus initially obtainedin the brake pipe in releasing the brakes to condition my improved fluidpressure brake equipment at the head end of the train, so that theequipment will operate to delay the application of brakes at the headend of the train when the brakes are applied by effecting a reduction inbrake pipe pressure and thus prevent the slack from running in at such arate as to cause excessive and damaging shocks.

In some cases, such as in the operation of short trains or trains inhigh speed service, it may not be necessary to delay the application ofthe brakes on cars at the head end of the train, since in such cases therunning in of the slack does not cause excessive shocks, and anotherobject of my invention is to provide improved means whereby, whendesired, the delay of the brake application on cars at the head end ofthe train may be prevented.

According to the last mentioned object, in order to prevent theapparatus from being conditioned to delay the application of brakes oncars at the head end of the train, the brake valve device is turned torunning position in releasing the brakes instead of to release position,but since I have found that even the rate of flow from the usual feedvalve device may at times be sufficient to cause the brake equipment oncars at the head end of the train to be set for delaying the applicationof the brakes, I have provided means on the locomotive for ensuring thatthe rate of increase in brake pipe pressure will not be such as to causethe brake equipment on the head cars to be set for effecting a delayedapplication of the brakes When the brake valve device is initiallyturned to running position instead of release position in releasing thebrakes.

Other objects and advantages will appear in the following more detaileddescription of the invention.

In the accompanying drawings, Fig. 1 is a diagrammatic View, partly insection, of a brake equipment for the locomotive and a car of a trainand embodying the invention; Fig. 2 is a diagrammatic View of the carbrake equipment shown in Fig. l, and with the parts shown in thepositions assumed, when the rate of increase in brake pipe pressure ishigh, at the front end of a train when the brakes are released; Fig. 3is a diagrammatic view of the delay valve portion of the brake equipmentshown in Fig. 2, and with the parts shown in the positions assumed atthe rear end of a train whenthe brakes are released; Fig. 4 is adiagrammatic view similar to Fig. 2, but with the parts shown in thepositions initially assumed at the front end of a train in effecting anapplication of the brakes when the apparatus is set to delay theapplication of the brakes; Fig. 5 is a diagrammatic View of the delayvalve position of the brake equipment shown in Fig. 4, with the partsshown in the position finally assumed at the front end of a train ineffecting an application of the brakes when the apparatus is conditionedto delay the application of the brakes; Fig. 6 is a diagrammatic viewsimilar to Fig. 2, but with the parts shown in the position initiallyassumed at the front end of a train, due to the rapid rate of increasein brake pipe pressure, in effecting a release of the brakes; and Fig. 7is a diagrammatic development view of the brake valve device shown inFig. 1.

As shown in Fig. 1 of the drawings, the locomotive brake equipmentcomprises the usual engineers brake valve device I, main reservoir 2,feed valve device 3 and equalizing reservoir 4, and further comprises,according to the invention, a brake pipe charging control valve device5, a cut-out cock 6, a control reservoir 1, a choke fitting 8 forrestricting the flow of fluid under pressure to said control reservoirl, a check valve device 9 provided in a by-pass communication around thechoke fitting 8 to permit unrestricted flow of fluid under pressure fromsaid reservoir, and a pressure gauge l connected to reservoir 1 forindicating the pressure of fluid therein.

The engineers brake valve device I comprises a casing having a chamber 1I connected through passage and pipe l2 to the main reservoir 2 andcontaining a rotary valve l3 adapted to be turned to various controllingpositions by means of a handle I4 through the medium of a drive shaft l5operatively connecting said handle to said rotary valve. The brake valvedevice I further includes the'usual brake pipe discharge valve mechanismcomprising an equalizing piston l6 and a brake pipe discharge valve lloperatively connected to said piston. The equalizing piston I6 is openat one side to a chamber l8 communicating through passage 19 with theequalizing reservoir 4, and is open at the-opposite side to a chamber 20communicating through passage'ancl' pipe 2| with the usual brake pipe22.

The feed valve device 3 is of the usual type and adapted to supply fluidunder pressure from the main reservoir 2 to the brake pipe 22 and toreduce the pressure of said fluid from that carried in the mainreservoir to that normally car-- ried in said brake pipe The brake pipecharging control valve device 5 comprises a casing having a chamber 23connected through pipe 24 with the feed valve device 3 and separated bya partition wall 25 from a chamber 26 connected to a pipe 21. A supplyvalve 28, contained in chamber 23, is provided with a fluted stem 29slidably extending through a suitable bore in partition wall 25, whichis provided'with a seat 30 adapted to be engaged by saidsupply valve. Aspring 3! is provided in chamber 23 to urge supply valve 28 intoengagement with seat 30.

A flexible diaphragm 32 is clamped between sections 33 and 34 of thecontrol valve device casing and has at one side chamber 26 and at theopposite side a chamber 35 communicating through pipe 36 with thecontrol reservoir 1. A spring 31, contained in chamber 35, acts on oneside of the flexible diaphragm 32 and urges said diaphragm intoengagement with'the supply valve stem'29 which projects into chamber 26.

The cut-outcock 6 may be of the usualtype comprising a casing having abore containing a rotary plug valve 39 adapted to be turned by a;handle" 40. The plug valve 39 is provided with a through port 4|,adapted when positioned for long train operation, as shown in Fig; 1, toestab lish a direct communication from the feed valve device 3 to thebrake valve device I through pipe 24, chamber 23 in the control valvedevice 5, pipe 42, port 4| and pipe 43. Forshort train operation; thehandle 40 is turned to the'position indicated-in dotted lines, and theconsequent rotation of plug valve 39 closes communication from pipe 42to pipe 43.

The fluid pressure brake equipment for the car of the train comprises abrake controlling valve device 44 connected to the brake pipe 22 on thecar, said brake pipe being connected by the usual flexible hose 45 andcouplings 46 to brake pipe 22 on the'locomotive. The car equipmentfurther comprises an auxiliary reservoir 41, a brake cylinder-48 and apressure retaining valve 49.

The brake controlling-valve device 44 comprises a pipe bracket 59,*uponwhich is removably mounted a service application valve device 5 I, anemergency application valve device 52, and a delay valve device 53 forregulating the rate at which fluid under pressure is supplied to thebrake cylinder in effecting an application of'the brakes:

The service application valve device 5| combore in a removable covermember 52 which closes the outer end of valve chamber 57. The stem 3| isprovided with the usual recess containing'the. auxiliary slide valve 60and is also providedwith'the usual spaced shoulders 63 and 64 adapted toengage the ends of the main slide valve 59 for moving said main slidevalve.

A movable abutment 65 is slidably mounted in 7 an outer enlarged portionof valve chamber 57 and a spring 66 acting on said abutment urges saidabutment towards a shoulder 6'! provided in the casing.

The abutment 65 is provided centrally with an aperture through which therear end of the piston stem 6! slidably projects, said stem having ashoulder 68 adapted to engage'said abutment. The main slide valve 59 isprovided with a rearwardly extending finger 69 also adapted to engagethe abutment 65 at substantially the same time as shoulder 58 on thepiston stem 6| engages said abutment, said abutment when engagingshoulder 67 in the casing, defining the full release position of pistonand slide valves 59 and 6B and being adapted to resiliently opposemovement of said parts to the inner or retarded release position definedby engagement of the piston 55 with an annular stop rib 70 provided inthe casing.

The filler member 54 is provided with a boss H projecting into a chamber12 in the pipe bracket 59, which chamber is at all times incommunication with the brake pipe 22 through a passage 13. The-boss H isprovided with a chamber 14 open to chamber 12 through a plurality ofopenings 15. A cap member 16 is secured to the filler member 54 in theopen end of chamber 14 by screw-threaded engagement. The cap member 16is provided centrally with an opening through which one end of a plunger11 slidably extends,.the other end of said plunger being slidablysupported in a suitable bore in boss H. The plunger 11 is provided withan annular collar 18 of greater diameter than that of the openingthrough the cap member 16, and a spring 19 is interposedbetween saidcollar and the boss H at the bottom of chamber 74 and urges said plungerto the'position in which the collar 18 engages the cap member. Asuitable opening 89 is provided through the cap member E6 to maintaincommunication from the piston chamber 56 to chamber 14 which is at alltimes in communication with brake pipe. 22, as hereinbefore described.

The emergency application valve device 52 comprises a casing containinga piston 8| having at one side a chamber 82 open to the brake pipe 22and having at the opposite side a valve chamber-83 communicating througha passage 84 with a quick action chamber 85, which is formed in a casingsection, secured to the pipe bracket 50, said valve chamber containing amain slide valve 86 and an auxiliary slide valve 81 adapted to beoperated by the piston 8|. For moving the slide valves 86 and 8l,'thepiston 8| is provided with a stem 88, the outer end of which is slidablymounted in a suitable bore in a cover member 89 which closes the lowerend of valve chamber 83, said stem being provided with a recess for thereception of the auxiliary slide valve 81, and two spaced shoulders 90and 9| adapted to engage the main slide valve for moving said slidevalve.

A plunger 92 is slidably mounted in a suitable bore in a member 93having screw-threaded engagement in the casing of the .emergency valvedevice, said plunger extending into the piston chamber 82. An annularrib 94 on the plunger 92 is adapted to engage member 93 to limit themovement of said plunger into piston chamber 82, and a spring 95contained in a chamber 96 and acting on said plunger is provided tooppose movement of said plunger into chamber 96. Chamber 96 is at alltimes open to brake pipe 22 through passage 13, and is open to theemergency piston chamber 82 through a passage 91 provided in the bottomof the plunger 94.

The delay valve device 53 comprises a casing containing three spacedflexible diaphragms 98, 99, and I00, and a slide valve I96 adapted to becontrolled by the operation of said diaphragm. The diaphragm 98 has atone side a chamber IOI connected to the brake pipe 22 by way of passageI92 and chamber 12, and the diaphragm I has at the opposite side achamber I03 connected to a passage I99 leading to the seat of slidevalve 56 in the service application valve device I. A valve chamber I05,containing the slide valve I98, is provided between the diaphragms 98and 99 and is in constant communication with the auxiliary reservoir 41through passage and pipe 58, while an atmospheric chamber I01 isprovided between the diaphragms 99 and I90 and is open to the atmospherethrough an atmospheric passage I08.

A follower plate I99, contained in valve chamber I95, is mounted at oneside of the flexible diaphragm 98 and is provided with a stem l I0 whichextends through a suitable aperture in said diaphragm and into asuitable bore in the casing, wherein said stem has sliding engagementwith the casing. A follower plate III, contained in chamber IOI, ismounted on the stem I I0, and a nut I I2, having screw threadedengagement on said stem, is provided to clamp the follower plates I99and III to the diaphragm 98.

The diaphragm follower I99 is provided with a valve operating stem H3,having a shoulder H4 adapted to engage the right hand .end of slidevalve I95 for moving said slide valve toward the left hand, as willhereinafter be described. A plurality of lugs H5, provided on thecasing, are so positioned as to limit deflection of diaphragm 98 towardthe right hand, and a seat rib I I6 is provided on the casing to limitdeflection of said diaphragm in the opposite direction. A spring I I1,having one end surrounding rib I I6, engages the follower I09 and urgesthe diaphragm 98 towards its right hand position.

A combined follower and spacer member H8 is interposed between theflexible diaphragms 99 and I09. Said spacer member is provided on oneend with a stem II9 extending through a suitable aperture in diaphragmI00 and slidably projecting into a suitable bore in the casing, and isprovided on the opposite end with a similar stem I28 slidably projectinginto an axial bore I 2| provided in the stem II3. A follower plate I 22is mounted on the stemI I9 and a nut I23, having screw-threadedengagement with said stem, is provided to clamp the diaphragm I00between thefollower plate I22 and spacer I I8. .A follower.

I24 is mounted on the stem I20 and a nut I25, having screw-threadedengagement with the stem I20, is provided to. clamp the diaphragm 99between said follower and the spacer I I8. The follower I24 is providedwith a depending lug having the deflection of diaphragm I00 in adirection toward the right hand, and a plurality of stop lugs I18 areprovided to be engaged by follower I 22 for limiting deflection of saiddiaphragm in the opposite direction.

A brake pipe vent valve mechanism of the usual type is mounted in thepipe bracket 50 and comprises a vent valve I21 contained in a chamberI28 which is open to brake pipe 22 through passage 13, and a piston I29operatively connected to said vent valve for moving same away from aseat rib I 39, so as to connect chamber I28 to chamber I3I which is opento the atmosphere through an atmospheric passage I32. The piston I29 hasat one side an actuating chamber I33 and at the opposite side a chamberI34 open to the atmospheric chamber I3I through a port I35.

The retaining valve device 49 maybe of the usual type having a cut-inposition and a cutout position. In the cut-in position, the retainingvalve device is adapted in the usual manner, to retain a predeterminedfluid pressure in the brake cylinder 98 when the brake pipe pressure isincreased to recharge the brake equipment, while in cut-out position,the retaining valve device permits complete release of fluid underpressure from the brake cylinder.

If it is desired to retard the build up of brake cylinder pressure oncars at the head end of the train, as in operating a long train, thecut-out cock 8 on the locomotive is turned to the open position, asshown in Fig. 1, in which position direct communication is establishedfrom the feed valve device 3 to pipe 43 leading to the automatic brakevalve device I.

In operation, the main reservoir 2 on the locomotive is supplied withfluid under pressure in the usual manner and fluid under pressure fromsaid main reservoir flows through pipe I2 to r the feed valve device 3and to rotary valve chamber I I in the brake valve device I, the brakevalve device being operative in the usual manner to control the supplyof fluid under pressure to the brake pipe 22 for charging the brakeequipments on the cars of the train.

In order to effect the prompt release of the brakes, it is customary forthe engineer to ini-- tially turn the brake valve device I to releaseposition, and then after a certain lapse of time he turns the brakevalve device to running posiion.

In release position of the brake valve device I, a cavity I86 in rotaryvalve I3 establishes a communication from rotary valve chamber II to thebrake pipe passage 2I and to a passage I31 leading to the equalizingpiston chamber I8, so that fluid under pressure supplied from the mainreservoir to the rotary valve chamber II is permitted to flow throughpassage 2| to the equalizing piston chamber 28 and to the brake pipe 22and also through passage I31 to the equalizing piston chamber I8 andfrom thence through passage and pipe I9 to the equalizing reservoir 4.Since the chambers at thev opposite sides of the QQHaJiZiHg-ILpIStOHT I6 areathus:- charged: atssubstantiallyzithe samei'time and? with.substantially? I the same degree of pressure, saidlpiston operatestohold the discharge'ivalve IIseated in the usual well known manner.

erally increases -'to a degree above thatinormally carried; but beforethe auxiliary reservoirs on cars atthe head of the train become chargedto a pressure exceeding that normally carried, the

brake valve device I should be turnedi'to running. position,.in whichposition communicationifrom the main reservoir 2 to brake pipe 22and'equalizing reservoir 4 is closed, and said brake pipe and reservoirare connectedthrough a cavityI38 in the rotaryvalve I3 to passage 43;which passage is supplied with fluid at reduced'pressure from" the feedvalve device 3, the cut-out cock 6 being in open'position. Fluid at thereduced pressure supplied by the feed valve devioethus flows tothe-brake pipe and equalizing reservoir 4 until the'pressure in saidbrake pipe and reservoir is increased to that which it is desired tocarry, as

governed by the adjustment of said feed valve device.

In the train, fluid under pressure supplied to brake pipe 22 flows tothe brake controlling valve device 44 on the cars, and from thencethrough passage 73 in said device to the emergency piston chamber 82,and also to chamber :2 which is at all times open to the piston chamber53 of the service application valve device 5 I. From chamber 72, fluidunder pressure -flows through passage I52 to diaphragm chamber IIlI .ofthe delayvalve device 53.

At the head of the train, the initial rapid increase in pressure. in thebrake pipe andconsequently in piston chamber 56 of the serviceapplication valve device 5!,exceeds the rat-e at which fluid underpressure can flow from said chamber through the usual charging passageI39 to valve chamber 5?, so that .a diiferential of pressure is obtainedon piston 55 which moves said piston and the slide valves 59 and 69' tothe inner release position, as shown in Fig. 6, this movement fromthenormal release posit-ion to the inner release position being opposedby the pressure of the spring 66 on the movable abutment B5, in the wellknown manner.

In the inner release position of the service application valve device,fluidhunder. pressure supplied from the brake pipe to piston chamber 56flows through the usual charging passagel39 and then through a morerestricted chargingpassage I49 to valve chamber 57 and from ithencethrough passage 58 to the auxiliary reservoir c1 and diaphragm chamberI55 of the delay valve device 53. Fluid under pressure .also flows fromvalve chamber 5'! through a restrictedport MI in the main. slide valve59 to a passage I42 and from thence to an inshot reservoir I43, and'alsofrom port I4I through a restricted port I59 and a cavity I5I to apassage I44 and from thence to an emergency reservoir I35, the passageI44 also leading to the seat of the emergency slide valve 86 whichnormally laps said passage.

Fluid under pressure is alsosupplied directly from the brake pipe 22 tothe emergency-reservoir I 45 byway of passage I3, chamber 72, passagevalveI48; whichtis subject to the pressure-of a i phere 'throughpipe'and passage I52, a release choke: plug I53, past a check valveI54,- through passage -'I55,=-'cavity I56 in said-slide valve, the usualretarded release choke I51, cavity I 58, passage and pipe I59, and fromthence through the retaining'valve device 49 which, unless otherwise Ispecified," will be considered to be in the cut-out or non-retainingposition. Incidentally, the brake cylinder 48 is also open to theatmosphere through passage I52," and a delayed application choke plugIBUWhich'opens to passage I 55 leading to the release cavity I56 inslide valve 59 of the service application valve device 5|.

When the pressure in the auxiliary reservoir 41 and valve chamber 57 hasbeen increased to a degree substantially within the value of theinnerrelease spring 66 of the brake pipe pressure acting in pistonchamber 56, said spring acts to shift the abutment and thereby thepiston 55 and slide valves 59 and 69 to the normal release position, asindicated in Fig. 2.

In-the normal release position, fluid continues to flowfrom pistonchamber 56 through the charging passage I39 to valve chamber 51 untilthepressures in said chambers equalize. The emergency reservoir passage"I 44 is opened directly to port MI in the main slide valve 59 andequalization of pressures in the'auxiliary reserv voir 41, emergencyreservoir'I 45 and inshot reservoir I43'occurs, and the brake cylinderpassage I55 is opened directly through cavity I56to the brake cylinderrelease passage I59.

In the rear portion of the train, where therate of increase in brakepipe-pressure is relatively slow, the flow capacity of feed passage I39around theservice piston 55 permits flow of fluid from piston chamber 56to valve chamber 59 and the auxiliary reservoir 4? at such a rate, withrespect to the'rate of increase-in brake pipe pres sure," as to preventobtaining a sufiicient differential of pressures on piston 55 to operatesaid piston When the'service slide valve 59 is in both the normal andinner release positions, thediascribed, it will be noted that in thedelay valve device 53, diaphragm chamber I93 is open to the atmospherewith the' brake cylinder 48, diaphragm .chamber I05'is open to theauxiliary reservoir and diaphragm chamber IIlI is open to brake:pipelZZ. At thehead end of the train,

iluz lchokevplug I46.-pa-ssage I4'l, and-past a checktheirapid rate ofincrease inbrake pipe pressure in chamber I8I deflects diaphragm 98 intoengagement with seat rib H6 against the opposing pressures of theauxiliary reservoir in diaphragm chamber I85 and spring I I1 and therebypositions the slide valve I86 in the delayed application position, asshown in Figs. 2, 4, and 6. Then when the auxiliary reservoir pressurein diaphragm chamber I85 is increased to within a predetermined degreeof brake pipe pressure acting in chamber I8I, said degree being governedby the pressure of spring II I, said spring returns the diaphragm 98 toits normal position, as shown in Fig. 2. This return movement ofdiaphragm 99 and consequently of stem H3 is relative to slide valve I86,so that said slide valve remains in the delayed application position, asshown in Fig. 2.

In the rear portion of the train, the pressure of spring III preventsdeflection of diaphragm 98 towards the left hand, as above described,since in the rear portion of the train the auxiliary reservoir pressurein chamber I85 increases at substantially the same rate as brake pipepressure in chamber I8I. It will, therefore, be evident that in the rearportion of the train, the slide valve I86 will remain in whateverposition it occupied upon making up the train, 1. e., the slide valveI86 may be in either the delayed application position, as shown in Fig.2, or the direct buildup position, as shown in Fig. 3. At the rear ofthe train, the slide valve I86 should be in the direct build up positionfor properly controlling an application of the brakes, and in order tothus position said slide valve, it is necessary, after initiallycharging the train, to first effect a service application of the brakesand then a release of the brakes, as will hereinafter be described, saidapplication and release of brakes constituting the usual yard testbefore releasing a train for service.

With the emergency piston 8| in the normal position, as shown in Figs. 2and 6, fluid under pressure supplied from the brake pipe 22 to pistonchamber 82, on cars at both the front and rear of the train, equalizesthrough passage I63, past a check valve I64, and through passage I intothe emergency slide valve chamber 83 and from thence through passage 84into the quick action chamber 85.

After the train is initially charged, as above described, the usual yardtest is made to test the brake equipment on the train for operation andto automatically adjust each delay valve device 53 according to itslocation in the train.

As hereinbefore mentioned, the usual yard test consists in firsteifecting a service application of the brakes on the train, and then arelease of the brakes, but since these operations will be hereinafterdescribed in detail, it is deemed sufficient to limit the presentdescription of yard test to the adjusting of the delay valve device 53.

In making the yard test, a gradual reduction in pressure in brake pipe22 is effected by operation of the brake valve device I on thelocomotive, and the resultant reduction in pressure in piston chamber 55of the service application valve device 5i permits auxiliary reservoirpressure in valve chamber 51 to move the piston 55 and slide valves 59and 68 to service application position, as shown in Fig. 4.

In service application position of the slide valves 59 and 68, fluidunder pressure is permitted to flow from valve chamber 51 and theconnected auxiliary reservoir 4! through the usual service po t 3 topassage I 55 leading to th seat of delay valve slide valve I86. If thedelay valve slide valve I86 is in the direct build up position shown inFigs. 3 and 5, fluid under pressure flows from passage I55 throughcavity H2 in said slide valve to passage I52 and from thence to thebrake cylinder 48, thereby applying the brakes. If, however, the slidevalve I86 is in the delayed application position shown in Figs. 2 and 4,passage I55, to which fluid under pressure is supplied by operation ofthe service application valve device, is lapped, so that flow from saidpassage to passage I52 leading to the brake cylinder 48 occurs throughthe choke I68. The brake cylinder 58 is connected through passages I52and I15 to the seat of slide valve 59, and thence through a cavity H4 insaid slide valve to passage I85 leading to diaphragm chamber I83 of thedelay valve device, so that fluid at brake cylinder pressure acts insaid chamber on the diaphragm I88. When the pressure in the brakecylinder and chamber I83 acting on diaphragm I88 is increased to acertain predetermined degree With respect to the opposing and reducingauxiliary reservoir pressure in chamber I85 acting on diaphragm 99, thediaphragm I88 is deflected towards the right hand into engagement withthe stop "6. This deflection of diaphragm I88 shifts the slide valve I86from the delayed application position, as shown in Fig. 4, to the directbuild up position, as shown in Fig. 5, and in the direct build upposition, the further supply of fluid under pressure to the brakecylinder occurs through cavity I12 in said slide valve. It will now benoted, that if the slide valve I 86 is in direct build up position, itsposition does not change in effecting an application of the brakes, butif it is in delayed application position, it is shifted to direct buildupposition, so that at the end of the application each slide valve I86in the train is in the direct build up position.

In effecting a release of brakes after an application, the brake pipepressure is increased by the operation of brake valve device I on thelocomotive, and the consequent increase in pressure in piston chamber 56of the service application valve device 5| operates said device torecharge the auxiliary reservoir 41 and to open communication from thebrake cylinder 48 to the atmosphere, through which fluid under pressureis released from the brake cylinder to effect a release of the brakes.

In the front portion of the train, the rapid increase in brake pipepressure in diaphragm chamber I8I of the delay valve device deflectsdiaphragm 98 to its left hand position, thereby moving the slide valveI86 to the delayed application position. In the rear portion of thetrain, spring III holds the diaphragm 98 in its normal position, asshown in Fig. 2, due to the fact that auxiliary reservoir pressure indiaphragm chamber I85 increases at substantially the same rate as brakepipe pressure increases in diaphragm chamber I 8| and it will,therefore, be evident that in the rear portion of the train, slide valveI86 remains in the direct build up position.

It will be noted, that after effecting a release of the brakes, eachdelay valve slide valve I86 in the front portion of the train, is in thedelayed application position shown in Fig. 2, while in the rear portionof the train, said slide valve is in the direct build up position shownin Fig. 3, and the train is now in condition for service operation.

If it is desired to eifect a service application of t e brakes, thebrake valve device I is turned to -..-service position, in :whichlthebrake.p-ipe..=passagerinder. 48. :Thisrrestricted'oli slowsnpplyioi.fluid -I2I is lapped byl-the rotary valve "I3, and fluid .under.pressure .is -vented .fromrthe. :equalizing piston ch'amber I8; andconnected equalizing reservoir 4 through passage I3'I,.cavity' I56 inthe portion I61, and fromthence tothe atmosphere through-the usualatmospheric passage I68.

When the equalizing reservoir pressure in chamber I3 is thus reducedbelow brake pipe pressure acting in chamber 25 at the opposite side. ofthe-equalizing piston I6, said piston is .operated to lift the dischargevalve I'i away. from .The brake valve device I. is left in service I:.position until thelpressure in the equalizing reservoir .4. is reducedto a degree corresponding to :the degree of reduction which it isdesired to efiect mined pressure, such as 10. pounds, is obtained in thebrake pipe 22, and thensaid brake valve device isturned to lap position,in which passage .313? is lapped so as to prevent further reduction inpressure insaid reservoir.

"After .moving the brake valve device to lap position; .fluid underpressure continues to be .vented' from brake pipe 22 until said pressureacting on the. lower. face oftheequalizing piston I5 is reduced to adegree slightly below the re- ;iduced equalizing reservoir pressureacting on the upperface of. said piston; at which time the I. tionin'brake pipe pressure.

In the train, the reduction in brake pipe pres- J sureIefiected-by'theoperation of the brake valve ll-device onzthe locomotive, permitsauxiliary reservoir pressure in valve chamber 51 of the service ap-.plicationvalve device 5 Ito move the piston 55 and 5 thereby. the slidevalves 59. and 60 out toservice .der, pressure supplied to thepassage.I55 by operposition, as shown in'Fig. 4.

i Inservice position-of slide valve 59, a cavity l'lo'connects passageI42,- leading-to theinshot -;reservoir I43, to a passage? I'II leadingtothe seat -..-through,which fluidunder pressure .was supplied of thedelay valve slide .valvecIOB, so. thatfluid .under pressure is permittedto flow from the inshot reservoirto the :delaywalve device- 53,- andalso :fluidpnder. pressure is permittedrto flow from the valve chamber5]. and connected auxil- .iary.reservoir:41, throughrthe service .portI13 in .slidevalve 59, to. passage'il55zalso; leading tothe .seat of.the..slide,valve:II'!Ii in the delay valvede- 5s.

vice. In. the: front portion o'f..:-the:train: where the slideva1ve::II35 of the zdelay'valve device is in;the ..s'delayedapplicationposition, asshown in'Fig. 4,

passage .I52 leading to.;the brake cylinder 48, so

fromthe.inshotreservoir.into the brake cylinder produces only a low-pressure in, the1brake cyl- .inder, the degree of which, however, issuificient 1: to: *provide; a prompt. predetermined movement of. ;the.usual brake cylinderapiston- (not, shown) but it is notadapted-toprovide effective braking .slide valveclilfigfluidzunder pressuresupplied to force.

' With.:passagel55 lapped by the delay valve said passage by operationof the service. applicatozpassagei I52rand from thence-to the-ibrakecyl- .::under pressure 'fromtheauxi-liary. reservoir 41 to thebrake'cylinder, occurs-simultaneously with :the equalization of fluidunder pressure from the :.inshot;reservoir= I43 into the brakecylinder-and rotary valve I3, said cavity having a'restricted.tainperiod of. time, which will be hereinafter described.

thencontinues after said equalization for a: cer- In service applicationposition of slide valve :59, fluid at the-pressure acting in the; brakecylinder 48 is supplied through passages I52. and I'I5,-,cavity I'I4.insaid slide valve and passage I54 t diaphragm chamber I03 in the delayvalve device. a'Ihe diaphragm I'Elfl is thus subject onone face to"brake cylinder pressure and on'theopposite face to atmospheric pressurein chamber I01, while-the connected and smallerv diaphragm-99 is subjecton onerface to atmospheric. pressure in chamber IO'I'and on the oppositefaceto reducing. auxiliary reservoir. pressure in valvehchamber I05.v.The areas of .the diaphragms 99 and-Iflflarasoproportioned toeachother, that .when a predeterin the. brake-cylinder by .the..supply from.the

1 inshot reservoir 1 I 43 vandr-from ,the auxiliary reservoir4I-rthrough ;the..choke ,I-GU, saidpressure 1 acting on diaphragm I III]overcomes the opposing .-reduced 1 auxiliaryreservoir pressure in..chamber 155. acting. on diaphragm 99; plus .the pressure of spring-I'I'I acting on the spacer member II8and deflects: ;saiddiaphragms.towardzthe right hand into:engagement with the .stop .rib I76, as.shown -.inFig. 5. This deflection of diaphragmsQQand I90 acts through.shoulder .IZB, on...the .follower I24-toshift the'slide valve I06fromthe delayed application position, as. shown in Fig. 4, to-the.directbuild up position, as shown in Fig. 5. In the direct build. up.position.of..slide..valve' I 05, cavity I I2 in said slide valveconnects passage I55 to the. brake cylinderpassage. I52, thereby estab;

lishing a by-.passaround the .delayed application choke-plug.I60,.through.which byepass, fluid unfrom the inshot reservoirI435whentheislidevalve .106 was in the delayed application .position, is

lapped bysaid slide. valve in direct build up po sition, so, as toprevent back flow of fluidunder .pressurefrom the brake cylinder to theinshot reservoir .when the. brake cylinder pressure ex- ..ceedsthereduced pressure in the inshot reservoir.

-valve..slide..valve I06 is in the direct buildup position, itwill beevident that the entire supply of fluid under pressure from theauxiliaryreservoir to the brake cylinder will be'efiected through,

the .above described by-pass around the restricted choke plug I65, i.e., byway of passage I55, cavity H2 in slide valve. IE6 and passage I52,and it will be further evident, that since passage I1 I ,to which fluidunder pressure is supplied from the inshot reservoir I43 by. way of theservice application valve device is lapped, there will be no flow offluid under pressure from the inshot reservoir I43 to the-brakecylinder. In the rear portion of the train, the diaphragms I00 and 99are deflected to their right hand position, as shown in Fig. 5, the sameas in the front portion of the train, but since in the rear portion ofthe train,

the slide valve'lllfi is normally in its right hand or directbuild upposition, it will be evident that In the rear portion of the. train,where the delaysuch deflection of diaphragms I00 and 99 performs nouseful function in the rear portion of the train.

It will now be noted, that in effecting a service application of thebrakes, the brakes in the front portion of the train are applied inthree difierent stages, there being the initial rapid, but limitedinshot of fluid under pressure from the inshot reservoir I 03 to thebrake cylinder 48, which is merely adapted to provide a predeterminedmovement of the brake cylinder piston (not shown), but is not adapted toprovide efifective braking force. The initial inshot of fluid underpressure to the brake cylinder is followed by the slow build up throughthe choke plug I50, which build up is adapted to apply the brakes at arelatively slow rate for causing the slack in the train to gradually runin and thus be gathered without severe shock, and then the slide valveI00 is moved to the direct build up position to supply fluid underpressure to the brake cylinder at a faster rate for providing effectivebraking power to decelerate the train. In the rear portion of the train,the full service application of brakes is efi'ected at the abovementioned faster rate, through the slide valve I06 in the direct buildup position, in order to obtain brakes in the rear portion of the trainas rapidly as possible to aid in preventing a harsh gathering of theslack in the train.

When a gradual reduction in brake pipe pressure is eifected at a servicerate, the consequent gradual reduction in pressure in the emergencypiston chamber 82 of the emergency valve devices 52 throughout thetrain, permits the quick action chamber pressure in valve chamber 83 toshift the piston SI and auxiliary slide valve 81 upwardly to serviceposition as defined by engagement of said piston with the spring-pressedplunger 92. In service position, a port I19 through the auxiliary slidevalve 81 registers with a port I in the main slide valve 86, the portI80 also registering with an atmospheric passage I8I, so that fluidunder pressure is permitted to flow from valve chamber 83, and theconnected quick action reservoir 85, to the atmosphere at substantiallythe same rate as the brake pipe pressure in piston chamber 82 isreduced, thereby preventing further movement of piston 8| andconsequently of slide valve 86 to emergency position.

To effect a release of the brakes after a service application, the brakevalve device I on the locomotive is operated to supply fluid underpressure to the brake pipe 22, through which fluid under pressure issupplied to the brake controlling valve devices in the train in the samemanner as hereinbefore described.

In the front portion of the train, the rapid rate of increase in brakepipe pressure in piston chamber 55 of the service application valvedevice 5|, moves the piston 55 and slide valves 59 and 60 to the innerrelease position, as shown in Fig. 6, and in said inner releaseposition, valve chamber 51, auxiliary reservoir 51 and inshot reservoirI43 are recharged with fluid under pressure and the emergency reservoirI45 is connected to valve chamber 51, so that fluid under pressure ispermitted to equalize in said reservoirs in the same manner ashereinbefore described.

In the inner release position of slide valve 59, fluid under pressure isvented from the brake cylinder 48 through passage I52, release chokeplug I53, past check valve I54, through passage I55, cavity I56 in slidevalve 59, retarded release choke I51, cavity I58, passage and pipe I59and from thence through the retaining valve device 49.

Since diaphragm chamber I03 of the delay valve device is connectedthrough passage I04 to cavity I52 in the service slide valve 59, whichcavity is directly open to the atmosphere through the retarded releasecavity I58, and since in the inner release position of said slide valvethe brake cylinder is open to cavity I58 only through the restrictedport I51, a relatively free flow of fluid from chamber I03 to theatmosphere is permitted by way of cavity I58 and the atmospheric exhaustport I59.

Upon venting the fluid under pressure from diaphragm chamber I03,auxiliary reservoir pressure in valve chamber I05 acting on thediaphragm 59, plus the coacting pressure of spring I11 on the spacermember I I8, shifts the diaphragms 99 and I00 to their left handposition, as shown in Fig. 6.

With the diaphragms 99 and I00 positioned as above described, the rapidincrease in brake pipe pressure in diaphragm chamber ID! on diaphragm 98of the delay valve device 53, on cars at the front of the train,overcomes the auxiliary reservoir pressure in valve chamber I05 and thecoacting pressure of spring H1 and deflects said diaphragm towards theleft hand into engagement with the stop rib IIS, it being evident thatthis deflection of diaphragm 80 and the consequent 1 valve chamber 51 ofthe service application valve 3-! device 5i becomes substantially equalto the brake pipe pressure in piston chamber 50, the inner releasespring 05 shifts the piston 55 and slide valves 59 and 50 from theirinner release position, as shown in Fig. 6, to the normal releaseposition, as shown in Fig. 2. In this normal release position, thediaphragm chamber I03 is maintained vented through passage I04, cavitiesI62 and I53, retarded release choke I51, cavity !56 and passage I59leading to the pressure retaining valve 49, and this permits auxiliaryreservoir pressure in valve chamber I05 of the delay valve .device 53 tomaintain the diaphragms 99 and I00 deflectedin their left hand position.

When the auxiliary reservoir pressure in valve chamber I05 in the delayvalve device is increased to a degree where the coacting pressure ofspring II1 slightly exceeds the difference between auxiliary reservoirand brake pipe pressures, the diaphragm 08 is deflected toward the righthand into engagement with the stop lugs I I5, and since the diaphragms99 and I00 are held in their left hand position, this deflection ofdiaphragm 98 and the consequent movement of stem II 3 is relative toslide valve I05, which permits said slide valve to remain in the delayedapplication position, as shown in Fig. 2.

When the service application valve device moves from the inner releaseposition to the normal or full release position, the auxiliary reservoir91, emergency reservoir I05 and inshot reservoir I 33 are fully chargedto brake pipe pressure, as hereinbef-ore described.

In the rear portion of the train, the relatively slow increase in brakepipe pressure moves the service application valve piston 55 and slidevalves 59 and 60 only to the full or normal release position, as shownin Fig. 2, in which position the auxiliary reservoir 41, emergencyreservoir I45 and inshot reservoir I43 are charged with fluid at thesure is vented from the brake cylinder 48 through cavity I55 in theservice application valve slide valve 59, as hereinbefore described.

In the delay valve device 53, the pressure of spring II1 acting ondiaphragm 98, plus the auxiliary reservoir pressure in chamber I85acting on said diaphragm, holds said diaphragm in the right handposition, as shown in Figs. Z'and 3, so that the slide valve I55 remainsin the direct build up position, as shown in Fig. 3. Fluid underpressure is vented from the diaphragm chamber I03 through passage I84,cavities IE2 and I58 in the slide valve 59, retarded release choke I51and from thence through cavity I 56, with the venting of fluid from thebrake cylinder 48, and it will be noted that the pressure in chamber I03will only reduce as brake cylinder pressure reduces, so that until thebrake cylinder pressure is reduced to some predetermined low degree, thediaphragms 99 and IUI! in the delay valve device are held in their righthand position. This is of no consequence, however, since it is desiredthat the slide valve I96 remain in its right hand or direct build upposition, as shown in Fig. 3. However, when the pressure in the brakecylinder 48 and in diaphragm chamber I03 acting on diaphragm IBIS isreduced to a degree where the opposing pressure of spring I11, plugauxiliary reservoir pressure acting on diaphragm 99, is slightlygreater, said diaphragms are deflected to their left hand position, asshown in Fig. 3.

In both the front and rear portions of the train, the emergency valvepiston 8! and auxiliary slide valve 81 are moved by the increase inbrake pipe pressure to their release position, as shown in Fig. 2, inwhich position the valve chamber 83 and quick action chamber 85 arerecharged with fluid under pressure in the same manner as hereinbeforedescribed.

It will be noted, that in effecting a release of the brakes after aservice application, the slide valves IE6 in the front portion'of thetrain are returned to their delayed application position, so as toproperly control a subsequent application of the brakes, while in therear portion of the train, said slide valves remain in the direct buildup position.

If it is desired to effect an emergency application of the brakes, thebrake valve device I on the locomotive is turned to emergency position,in which fluid under pressure is suddenly vented directly from brakepipe 22 to the atmosphere through pipe and passage 2 I, a cavity I82 inthe rotary valve I 3 and through the atmospheric passage I68.

In the train, each of the service application valve devices 5I respondsto the sudden emergency reduction in brake pipe pressure and operates inthe same manner as when a gradual service reduction in brake pipepressure is effected.

In addition, the sudden reduction in brake pipe pressure in the emrgencypiston chamber 82 exceeds the rate at which the emergency valve deviceis adapted to reduce the pressure in valve chamber 83, so that thepressure in said valve chamber is permitted to move the piston ill andthereby slide valves 86 and 81 to emergency position, which is definedby full outward traverse of said piston. In moving to emergencyposition, the piston 8| initially moves the auxiliary slide valve 81relative to the main slide valve 85 and thereby opens a port I83 to thevalve chamber 83,

.and. this permits fluid under pressure from valve pressure in the brakepipe, and fluid under preschamber 83: and .consequentlyzlfrom the quickaction chamber85 to flow to apassage I34 leading to the vent valvepiston chamber I 33. Further movement of the emergency piston 8! toemergency position then shifts the main slide valve 86 to emergencyposition and opens passage I84 directly to the valve chamber 83 past theend of the slide valve 86, so that fluid under pressure continues to besupplied to the vent valve piston chamber I33.

The pressure of fluid supplied to the vent valve piston chamber I33operates the piston I29 to unseat the vent valve I21, which permitsfluid under pressure to rapidly flow from the brake pipe 22 to theatmosphere by way of passage 13, through vent valve chamber "I28, pastthe vent valve I21 to chamber I3I and from thence to the atmospherethrough passage I32." This sudden venting of fluid under pressure fromthe brake pipe by the operation of the vent valve device is adapted tobe initiated at the brake controlling valve device first responsive tothe sudden reduction in brake pipe pressure initiated by the brake valvedevice, and is adapted to hasten the serial propagation of emergencyaction from car to car through the train in the usual well known manner.

In the emergency position of the emergency slide valve 86, a cavity I85connects passage I44 from the emergency reservoir I45 to passage I55;

so that fluid under pressure from the emergency reservoir is permittedto flow to passage I55, to which passage fluid under pressure is alsosupplied through the service port I13 in slide valve 59 of the serviceapplication valve device 5'I Thus, fluid under pressure from both theauxiliary reservoir 41 and emergency reservoir I45 is supplied topassage I55 and from thence, in the front portion of the train, throughchoke plug I68 to passage I52 and then to the brake cylinder 48 untilmovement of the slide valve I06 to the direct build up position, afterwhich the supply of fluid from said reservoirs to the brake cylinderflows from passage I55, cavity I12 in slide valve I66, and then throughpassage I52, in the same manner as when a service application of thebrakes is effected. In the rear portion of the train, the entire supplyof fluid under pressure from the auxiliary reservoir 41 and emergencyreservoir I45 to the brake cylinder 48 flows directly through cavity I12in the slide valve I86, the same as when a service application of thebrakes is effected.

It will be evident that a higher brake cylinder pressure is obtained ineffecting an emergency application of the brakes than is possible ineffecting a full service application of the brakes, since in emergency,fluid under pressure from the emergency reservoir is added to that fromthe auxiliary reservoir, whereas in service, only the auxiliaryreservoir is employed as the source of fluid under pressure for applyingthe brakes.

Fluid under pressure supplied from the emergency valve chamber 83 andconnected quick action chamber 85 to the vent valve piston chamber I33to operate the piston I29 to unseat the vent valve I21, is exhaustedthrough a vent port 255 in said piston to the vented chamber I34. Whenthe pressure in chamber I33 is thus reduced to below the opposingpressure of spring I86 acting on the vent valve I21, said spring seatssaid vent valve, thus closing theatmospheric communication to the brakepipe 22, so that said brake pipe may be charged with fluid underpressure for efiecting a release of the brakes when desired.

To efiect a release of the brakes after an emergency application, thebrake valve device I on the locomotive is operated to supply fluid underpressure to the brake pipe 22, and in the train each brake controllingvalve device 44 is operated by the increase in brake pipe pressure torecharge the auxiliary reservoir 41, emergency reservoir I45, inshotreservoir I43 and quick action chamber 85, and to release fluid underpressure from the brake cylinder 48, and in the front portion of thetrain, to move the delay valve slide valve I06 to the delayedapplication position, in the manner hereinbefore described.

In controlling a train on a descending grade, it is not necessary ordesirable to delay the application of brakes on cars in the frontportion of the train after the initial application, since the slack inthe train is gathered upon effecting the initial application.

It is customary upon descending a grade, to turn the pressure retainingvalve device 49 to the cut-in or retaining position, so as to retain acertain predetermined pressure in the brake cylinder and permit theauxiliary reservoirs to be recharged without wholly releasing thebrakes, so that thebrake apparatus will be in condition for effecting asubsequent application of the brakes. The pressure retained in the brakecylinder 48 by operation of the retaining valve device 49, whenrecharging the brake equipment, also acts in chamber I83 of the delayvalve device, since passage IB4, leading to chamber I03, is open to thebrake cylinder 48, through cavities I62 and I58, in either releaseposition of the slide valve 59. The retained brake cylinder pressureacting in chamber I83 on the diaphragm I8!) is adapted in the frontportion of the train to hold said diaphragm defront of the train, actingon diaphragm 98.

With the slide valve I86 thus held in the direct build up position inthe front portion of the train while recharging the brake equipment onthe train, it will be evident, that upon a subsequent reduction in brakepipe pressure, fluid under pressure will be supplied directly to brakecylinder 48 through passage I55, cavity H2 in said slide valve andpassage I52, in the same manner as fluid under pressure is supplied tothe brake cylinder in the rear portion of the train.

It will be apparent, that in normal operation and also in the initialapplication of brakes upon entering the descending grade, the delayvalve device 53 will operate in the front portion of the train to delaythe application of brakes, While upon all succeeding brake applicationson the descending grade, the pressure held in the brake cylinder by theretaining valve device automatically maintains the delay valve slidevalve I85 in the direct build up position, so as not to delay asubsequent application of brakes in the front portion of the train.

In operating short trains, particularly in high speed service, it isdesirable to apply and release the brakes on the train as quickly aspossible, and to attain this rapid application and release of brakeswith the brake controlling valve devices 44, it is necessary to preventthe delay valve devices 53 in the front portion of the train from beingset in the delayed application position and. also to prevent the serviceapplication valve devices 5| in the front portion of the train frombeing moved to the inner or retarded release position.

In order to prevent the setting of the brake controlling valve deviceson cars in the front portion of the train in the delayed application andretarded release position, I provide means for preventing the brake pipepressure from being increased at such a rate as to move the serviceapplication valve device 5I to the inner release position and the delayvalve device 53 t0 the delayed application position.

In order to regulate the rate of increase in brake pipe pressure, asjust described, the cock 6 on the locomotive is turned from the openposition, as shown in the drawing, to a closed position, in which latterposition communication is closed from pipe 42 to pipe 43, so as toprevent fluid under pressure flowing from the feed valve device 3directly to pipe 43, as occurs when the cock 8 is in the open positionfor the handling of long trains.

The pressure reservoir I and connected. diaphragm chamber 35 of thebrake pipe charging control valve device 5 being at all times open tothe brake pipe 22 through the check valve device 9, the restrictedportion IB'I of the choke fitting 8, and pipe 2!, it will be evidentthat said reservoir and chamber will be charged to brake pipe pressurewhen the brake pipe is fully charged and that fluid under pressure willflow back from said reservoir and chamber to the brake pipe and thusreduce as brake pipe pressure is reduced when effecting an applicationof the brakes.

Flow of fluid under pressure from the rake pipe to the pressure orcontrol reservoir I and diaphragm chamber 35, upon charging the brakepipe to effect a release of the brakes, can only occur through therestricted portion IBI of the choke fitting 8.

In order to effect a release of the brakes after an application on ashort train, the brake valve device I is initially turned to runningposition instead of to release position, and in runcavity I38 in rotaryvalve I3 of said brake valve device and passage and pipe 2|. Thispermits the pressure in diaphragm chamber 26 to promptly reduce to brakepipe pressure, which is also acting on the opposite side of thediaphragm 32 in chamber 35. When the fluid pressures are thussubstantially equalized on the diaphragm 32, spring 31 deflects saiddiaphragm downwardly and unseats the fluid pressure supply valve 28against the opposing pressure of spring 3|.

Upon unseating the supply valve 28, fluid supplied by the feed valvedevice 3 to valve chamber 23 flows past said supply valve to chamber 26and from thence through pipes 21 and 43, cavity I 38 in rotary valve I3and passage and pipe 2| to the brake pipe 22 and also from pipe 2Ithrough the restricted portion I8I of the choke fitting 8 to the controlreservoir I and diaphragm valve device 5.

pipe 22in the manner just described, the pressure acting in diaphragmchamber 25 at one side of diaphragm 32 is substantially the same as the.pressure in the brake pipe, while the pressure in chamber 35 andcontrol reservoir 1 acting on the opposite side of said diaphragm isgoverned by the rate at which fluid under pressure is supplied from thebrake pipe through the re- .stricted portion I81 of the choke fitting 8.If the '32 is deflected upwardly so as to permit the supply valve 28 tobe moved toward its seat and thus reduce the rate at which fluid underpressure is supplied to the diaphragm chamber 26 and brake pipe 22. Bythus controlling the rate of increase in pressure in the controlreservoir 1 and diaphragm chamber 35, the supply valve 28 isautomatically adjusted to supply fluid under pressure to the brake pipein sufl'icient amount to increase the brake pipe pressure at the samerate as the pressure increases in the control reservoir 1 and diaphragmchamber 35.

According to the invention, the flow capacity of the restricted portionI8? of the choke fitting 8 is so related to the combined volumes of thecontrol reservoir 1 and diaphragm chamber 35, as to permit an increasein pressure in said chamber, and thereby in the brake pipe 22, byoperation of the brake pipe charging control valve device 5, such thatin the train, the rate of increase in brake pipe pressure willnot besufficient to move the piston 55 and slide valves 59 and 60 of theservice application valve de- Vice- 5! to the inner release position, soas to restrict the release of fluid under'pressure from the brakecylinder. Further, this rate'of increase in brake pipe pressure is suchthat spring II! in the delay valve device 53 prevents deflection ofdiaphragm 98 toward the left hand. Thus, the slide valve I06 remains inthe di- Jrect build up position, so that upon a subsequent reduction inbrake pipe pressure the application of brakes at the head end of thetrain will not be delayed, as occurs in the front portion of a longtrain.

The control reservoir 1 is provided merely to increase the volume ofdiaphragm chamber 35 of the brake pipe charging control valve device 5,andthe pressure of spring 31 on diaphragm 32' is such, that when saiddevice is operating to supply fluid under pressure to the brake pipe,the pressure of fluid in the brake pipe will be maintained substantiallyequal to the pressure of fluid in control reservoir 1 and diaphragmchamber 32.

It will now be noted that valve means are provided to operate in thefront portion of the train to initially delay or retard the applicationof the brakes until a predetermined pressure is obtained in the brakecylinder and then to supply fluid under pressure to the brake cylinderat a faster rate, said valve means being operative in the rear portionof the train to supply 'fluid under pressure to the brake cylinder onlyat said faster rate. The valve means just -referred to, areautomatically positioned or adjusted according to their location in atrain when effecting a release of the brakes. For facilitatingthe'control of short trains, means are provided on the locomotive to soregulate the charging of the brake pipe, that the above referred Insupplying fluid under pressure to the brake or otherwise than by theterms of the appended claims.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1. In a fluid pressure brake system, the combination with a brake pipe,a brake cylinder and a Valve device operative upon a reduction in brakepipe pressure tosupply fluid under pressure to said brake cylinder andoperative upon an increase in brake pipe pressure to vent fluid underpressure from said brake cylinder, valve means controlling communicationthrough which said valve device supplies fluid to the brake cylinder andmovable by brake pipe pressure, when the increase in brake pipe pressureexceeds a predetermined rate, to a position in which fluid underpressure is adapted to be supplied to the brake cylinder at a restrictedrate, a feed valve device for at one time supplying fluid under pressureto said brake pipe, and additional valve means for supplying fluid underpressure to' the brake pipe at a rate less than said predetermined rateat another time.

2. In a fluid pressure brake system, the combination with a brake pipe,of a brake cylinder and a valve device on a car of the train, said valvedevice being operative upon a reduction in brake pipe pressure to supplyfluid under pressure to said brake cylinder and operative upon anincrease in brake pipe pressure to vent fluid under pressure from saidbrake cylinder, valve means on the car controlling communication throughwhich said valve device supplies fluid to the brake cylinder and movableby brake pipe pressure, when the increase in brake pipe pressure exceedsa predetermined rate, to a position in which fluid under pressure isadapted to be supplied to the brake cylinder at a restricted rate, abrake valve device onthe locomotive of the train for supplying fluidunder pressure to said brake pipe, means for positively limiting therate at which fluid is supplied to the brake pipe by said brake valvedevice to a rate less than said predetermined rate, a feed valve devicefor controlling the supply of fluid under pressure to said brake pipe bythe operation of said brake valve device and a manually operated valvemovable to a position for rendering either said means or said feed valvedevice effective and the other ineffective.

3; In a fluid pressure brake system, the combination with a. brake pipe,a brake cylinder and a valve device on a car of the train, said valvedevice being movable to an application position upon a reduction inbrake pipe pressure to supply fluid under pressure to said brakecylinder, and being movable, upon an increase in brake pipe pressure,either to a normal release position or an inner release position,according to the rate of increase in brake pipe pressure, for releasingfluid under pressure from said brake cylinder, of valve means on saidcar through which said valve device supplies fluid under pressure tosaid brake cylinder and movable by brake pipe pressure, when theincrease in brake pipe pressure corresponds with that required to movesaid valve device to said inner position, to a position in which thesupply of fluid under pressure from said valve device to said brakecylinder is adapted to be retarded, a feed valve device on thelocomotive for at one time supplying fluid under pressure to said brakepipe, and additional valve means on the locomotive operative at anothertime to supply fluid under pressure to said brake pipe at a rate lessthan the rate required to move said valve device to said inner position.

4. In a fluid pressure brake system, the combination with a brake pipe,a brake cylinder and a valve device on a car of the train, said valvedevice being movable to an application position upon a reduction inbrake pipe pressure to supply fluid under pressure to said brakecylinder, and being movable, upon an increase in brake pipe pressure,either to a normal release position or an inner release position,according to the rate of increase in brake pipe pressure, for releasingfluid under pressure from said brake cylinder, of valve means on saidcar through which said valve device supplies fluid under pressure tosaid brake cylinder and movable by brake pipe pressure, when theincrease in brake pipe pressure corresponds with that required to movesaid valve device to said inner position, to a position in which thesupply of fluid under pressure from said valve device to said brakecylinder is adapted to be retarded, valve means on the locomotive forsupplying fluid under pressure to said brake pipe, and means forpositively limiting the rate at which fluid is supplied by the lastmentioned valve means to the brake pipe to a rate less than the raterequired to move said valve device to said inner position, said meanscomprising a movable abutment subject to the opposing pressures of thebrake pipe and a control chamber, a valve operated by said abutment tosupply fluid under pressure to said brake pipe, and means for supplyingfluid under pressure to said control chamber at the last mentioned rate.

5. In a fluid pressure brake system, the combination with a brake pipe,a brake cylinder and a valve device on a car of the train, said valvedevice being movable to an application position upon a reduction inbrake pipe pressure to supply fluid under pressure to said brakecylinder, and being movable, upon an increase in brake pipe pressure,either to a normal release position or an inner release position,according to the rate of increase in brake pipe pressure, for releasingfluid under pressure from said brake cylinder, of valve means on saidcar through which said valve device supplies fluid under pressure tosaid brake cylinder and movable by brake pipe pressure, when theincrease in brake pipe pressure corresponds with that required to movesaid valve device to said inner position, to a position in which thesupply of fluid under pressure from said valve device to said brakecylinder is adapted to be retarded, valve means on the locomotive iorsupplying fluid under pressure to said brake pipe, and means forpositively limiting the rate at which fluid is supplied by the lastmentioned valve means to the brake pipe to a rate less than the raterequired to move said Valve device to said inner position, said meanscomprising a spring, a movable abutment subject on one face to brakepipe pressure and on the opposite face to the pressure of said springplus the pressure of fluid in a control chamber in constantcommunication with said brake pipe, a valve operative by said abutmentto supply fluid under pressure to said brake pipe, a choke fittingthrough which fluid under pressure is supplied from said brake pipe tosaid control chamber, said choke fitting having a restricted portion tolimit the increase in pressure in said chamber to the last mentionedrate, and an unrestricted one way flow communication connecting saidchamber to said brake pipe.

6. In a fluid pressure brake system, the combination with a brake pipe,a brake cylinder and a valve device on a car of the train, said valvedevice being movable to an application position upon a reduction inbrake pipe pressure to supply fluid under pressure to said brakecylinder, and being movable, upon an increase in brake pipe pressure,either to a normal release position or an inner release position,according to the rate of increase in brake pipe pressure, for releasingfluid under pressure from said brake cylinder, of valve means on saidcar through which said valve device supplies fluid under pressure tosaid brake cylinder and movable by brake pipe pressure, when theincrease in brake pipe pressure corresponds with that required to movesaid valve device to said inner position, to a position in which thesupply of fluid under pressure from said valve device to said brakecylinder is adapted to be retarded, a brake valve device on thelocomotive having a running position for supplying fluid under pressureto said brake pipe, and an application position for venting fluid underpressure from said brake pipe, a feed valve for supplying fluid underpressure to said brake valve device and operative to regulate thepressure of fluid supplied to said brake pipe by operation of said brakevalve device, a manually operated outout valve having a position forclosing communication from said feed valve device to said brake valvedevice, and means operative when said cutout valve is in said positionto supply fluid under pressure around said cut-out valve to said brakevalve device at a rate less than required to move said valve device tosaid inner position, the last mentioned means comprising a casing havinga chamber at all times supplied with fluid under pressure from said feedvalve, a supply valve contained in said chamber and operative to supplyfluid under pressure from said chamber to said brake valve device, aspring, a movable abutment subject on one face to the pressure of fluidsupplied past said supp-1y valve to said brake valve device, and subjecton the opposite face to the pressure of said spring plus the pressureof' fluid in a control chamber connected through a one way flowcommunication to said brake pipe, and a choke fitting in anothercommunication connecting the brwe pipe to said chamber, said chokefitting having a restricted portion for regulating the rate of flow offluid under pressure from said brake pipe to said control chamber to thelast mentioned rate.

7. In a, fluid pressure brake, the combination with a brake pipe,ofmeans on the locomotive for controlling the supply of fluid underpressure to the brake pipe comprising a valve for supplying fluid underpressure to the brake pipe, and a movable abutment, for operating saidvalve, which is subject to the opposing pressures of the brake pipe anda chamber which is supplied with fluid from the brake pipe at a.restricted rate.

8. In a fluid pressure brake, the combination with a brake pipe, of afeed valve device for supplying fluid under pressure at a predeterminedrate, and means for controlling the supply of fluid from said feed valvedevice to said brake pipe comprising a valve for supplying fluid underpressure to said brake pipe, and a movable abutment for operating saidvalve, said abutment being subject to the opposing pressures of thebrake pipe and a chamber which is supplied with fluid from the brakepipe at a restricted rate.

9. In a fluid pressure brake, the combination with a brake pipe, of afeed valve device for supplying fluid under pressure at a predeterminedrate, means for controlling the supply of fluid from said feed valvedevice to said brake pipe comprising a valve for supplying fluid underpressure to said brake pipe, and a movable abutment for operating saidvalve, said abutment being subject to the opposing pressures of thebrake pipe and a chamber which is supplied with fluid from the brakepipe at a restricted rate, and a manually operable valve having aposition in which fluid from said feed valve device is supplied directlyto said brake pipe.

10. In a fluid pressure brake system, the combination with a brake pipe,a feed valve device, and a brake valve device having a running posi tionin which communication is established for supplying fluid under pressurefrom said feed valve device to the brake pipe, an auxiliary device forsupplying fluid under pressure to the brake pipe at a restricted rate,and means operative to close said communication, said auxiliary devicebeing operative to supply fluid under pressure to the brake pipe, uponclosure of said communication.

11. In a fluid pressure brake system, the combination with a brake pipe,a feed valve device, and a brake valve device having a running positionin which communication is established for supplying fluid under pressurefrom said ieed valve device to the brake pipe at a restricted rate, anauxiliary device for supplying fluid under pressure to the brake pipeata rate less than said restricted rate, and manually operable means forcutting off said communication, said auxiliary device being operativeupon closure of said communication to supply fluid under pressure to thebrake pipe.

12. In a fluid pressure brake system, the combination with a brake pipe,a feed valve device, and ,a brake valve device having a running positionin which communication is established for supplying fluid under pressurefrom said feed valve device to the brake pipe, an auxiliary device forsupplying fluid under pressure to the brake pipe, means for controllingthe rate at which fluid under pressure is supplied to the brake pipe bythe operation of said auxiliary device, and means operative to closesaid communication, said auxiliary device being operative to supplyfluid under pressure to the brake pipe upon closure of saidcommunication.

13. In a fluid pressure brake system, the combination with a brake pipe,a feed valve device, and a brake valve device having a running positionin which communication is established for supplying fluid under pressurefrom said feed valve device to the brake pipe, means operative to closesaid communication, and an auxiliary valve device operative upon closureof said communication to supply fluid under pressure to said brake pipe,said auxiliary valve device comprising a valve operative to supply fluidunder pressure to said brake pipe, and a movable abutment controlled bythe pressure of fluid supplied by said valve acting in opposition to apressure substantially equal to that in said brake pipe for controllingsaid valve.

14. In .a fluid pressure brake system, the combination with a brakepipe, a feed valve device, and a brake valve device having a runningposition in which communication is established for supplying fluid underpressure from said feed valve device to the brake pipe, means operativeto close said communication, and an auxiliary valve device operativeupon closure of said communication to supply fluid under pressure tosaid brake pipe, said aum'liary valve device comprising a valveoperative to supply fluid under pressure to said brake pipe, a movableabutment controlled by the pressure of fluid supplied by said valveacting in opposition to .a pressure in a chamber for controlling saidvalve, and means including a choke for supplying fluid under pressure tosaid chamber at a chosen rate.

15. In a fluid pressure brake system, the combination with a brake pipe,a feed valve device, and a brake valve device having a running positionin which communication is established for supplying fluid under pressurefrom said feed valve device to the brake pipe, means operative to closesaid communication, and an auxiliary from said brake pipe to saidchamber at a chosen rate.

16. In a fluid pressure brake system, the combination with a brake pipe,of a valve operative to supply fluid under pressure to said brake pipeat a rate dependent upon the degree of movement of said valve, a movableabutment for operating said valve and controlled by the pressure offluid in a chamber acting in opposition to a pressure substantiallyequal to that in said brake pipe, means including a choke for supplyingfluid under pressure to said chamber at a chosen rate, a brake valvedevice operative in one position to establish a communication throughwhich fluid under pressure is adapted to be supplied to said brake pipeby the operation of said valve, and operative in another position toclose said communication and to vent fluid under pressure from saidbrake pipe, and means for releasing fluid under pressure from saidchamber as fluid under pressure is vented from said brake pipe.

17. In a fluid pressure brake system, the combination with a brake pipe,of a feed valve device operative to supply fluid under pressure to saidbrake pipe at one rate, valve means operative to supply fluid underpressure to said brake pipe at another rate, a brake valve device havinga running position for establishing a communication through which fluidunder pressure is supplied to said brake pipe by the operation of saidfeed valve device and valve means, and means for rendering said feedvalve ineffective to supply fluid under pressure to said communication.

18. In a fluid pressure brake system, the combination with a brake pipeand a brake valve device having a running position for establishing acommunication through which fluid under pressure is adapted to besupplied to said brake pipe, a feed valve device operative to supplyfluid under pressure to said communication, a valve device forcontrolling the supply of fluid under pressure from said feed valvedevice to said. communication and operative to cut off said supply,valve means operative according to a chosen rate of increase in pressurein a chamber, upon the operation of said valve device to cut off saidsupply, to control the flow oi fluid under pressure from said feed valvedevice to said communication, and means for controlling the rate ofincrease in pressure in said chamber.

19. In a fluid pressure brake system, the combination with a brake pipeand a brake valve device having a running position for establishing acommunication through which fluid under pressure is adapted to besupplied to said brake pipe, a feed valve device operative to supplyfluid under pressure to said communication, a valve device forcontrolling the supply of fluid under pressure from said feed valvedevice to said communica tion and operative to cut ofl said supply,valve means operative according to a chosen rate of increase in pressurein a chamber, upon the operation of said valve device. to cut off saidsupply, to control the flow of fluid under pressure from said feed valvedevice to said communication, means for controlling the rate of increasein pressure in said chamber, said brake valve device having a positionfor efiecting a reduction in brake pipe pressure, and means for reducingthe pressure in said chamber according to the reduction in brake pipepressure effected by the operation of said brake valve device.

20. In a locomotive brake equipment, the combination with a brake pipe,of valve means controlled by a chosen rate of increase in pressure forsupplying fluid under pressure to said brake pipe at a correspondingrate, a feed valve device for limiting the degree of pressure obtainedin said brake pipe by the operation of said valve means, and means forlimiting said chosen rate to a degree less than the capacity of saidfeed valve device.

21. In a locomotive brake equipment, the combination with a brake pipe,of valve means operative according to the rate of increase in pressurein a chamber for supplying fluid under pressure to said brake pipe at acorresponding rate, and means adapted to limit the rate of increase inpressure in said chamber and thereby in said brake pipe to such a degreerelative to the rate at which fluid under pressure may flow to theauxiliary reservoir through a brake controlling valve device, of thetype having a normal release position and an inner release position, asto avoid moving the brake controlling valve devices in a train to theinner release position.

22. In a locomotive brake equipment, the combination with a brake pipe,of valve means operative according to the rate of increase in pressurein a chamber for supplying fluid under pressure to said brake pipe, andmeans including a choke for supplying fluid under pressure from saidbrake pipe to said chamber at a chosen rate.

ELLIS E. HEWITT.

